Automatic pneumatic railway-gate



(No Model.) 5 Sheets-Sheet 1.

C. H. SHERWOOD. AUTOMATIC PNEUMATIC RAILWAY GATE.

No. 565,929. Patented Aug. 18, 1896.

ATTORNEY a 4WD 6 V llll m: uonms Pawns co, PnaTouYHa. wasumoron. n. c.

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WITNE (No Mbdel.) 5 Sheets-Sheet 2.

(J. H. SHERWOOD. AUTOMATIC PNEUMATIC RAILWAY GATE.

No. 565,929. Patented Aug. 18, 1896.

INVENTORJ ATTORNEY WITNESSES (No Model.) 5 Shjets-Sheet 3.

O. H. SHERWOOD. AUTOMATIC PNEUMATIC RAILWAY GATE.

No. 565,929. I Patented Aug. 18, 1896 ATTORNEY m: mums Pmns 60 PNQTO-UKNQ. WASHINGTON. a a

(No Model.)

WITNESSES @W I Y O. H. SHERWOOD. AUTOMATIG PNEUMATIC RAILWAY GATE.

5 Sheets-Sheet. 4.

VENTOR ATTQRNEV (NoModeL) 5 Sheets-8heet 5.

I 0. SHERWOOD." AUTOMATIC PNEUMATIC RAILWAY GATE- -No. 565,929. PatentedAug. 18, 1896.

I i J1 nlllllgmllllllllmlil WITNESSES f 42d! 6% fi wwm I ATTORNEY UNITED S AT PATENT OFFICE.

CHARLES H. SHERWOOD, OF UTIOA, NEW ORK, ASSIGNOR OF ONE-HALF TOHENRY o. LYMAN, OF SHERBURNE, NEW YORK.

AUTOMATIC PNEUMATIC RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 565,929, dated August 18, 1896. Application filed Aug-11 1; 12,1895. Serial No. 559,017- (No model.)

To all whom it may concern;

Be it known that I, CHARLES H. SHERWOOD, of Utica, in the county of Oneida, in theiState of New York, have invented new and useful 5 Improvements in Automatic Pneumatic Railway-Gates, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to the class of railro way-gates which are operated automatically by an engine or train of'cars approaching and passing the portion'of the railway guarded by said gates, and is designed specially for double-track railways.

The invention has special reference to the gates shown and described in my Patent No. 526,872, dated October 2, 1894, which consists of air-pumps and relief-valves actuated by a passing train and connected by air-conduits go with an air-cylinder, the piston of which is operated by the pressure of the admitted air and imparts motion to mechanism which operates-the gates, the whole constituting an automatic pneumatic railway-gate.

My present invention consists in providing two main air-cylinders within the gate-standard, preferably in a vertical position, and a set ofgears for each cylinder, actuated by its piston-rod, which is provided with teeth, a set of gears for operating the bell, adapted to be operated by both piston-rods, a set of air-pumps for each cylinder remote from the gate in opposite directions and communicating with the bottom of interior thereof, a set of air-pumps for each cylinder adjacent -to the gate communicating with the top of the interior thereof, a relief-valve communicating with the top of the interior of both cylinders, two supplemental or relief cylinders adjacent to the main cylinders, either of whose piston-rods actuates said relief-valve, a set of relief-valves communicating with the bottom of the interior of each main cylinder and its adjacent relief-cylinder and Operated bythe adjacent pumps, and track instruments actuated by a passing train operating all of said pumps; and the invention consists in the novel details of the construction, as hereinafter fully described, and set forth in the claims. i

In the accompanying drawings,. Figure 1 is a vertical transverse section of a gate-standard, showing the mechanism for operating the gate-arm and the arrangement of the air-cylinders. Fig. 2is a horizontal transverse section of the same. Figs. 3 and 4 are enlarged side viewsof the sets of gears which operate the gate-arm. Fig. 5 is an enlarged side view of the gears which operate the alarm-bell. Fig. 6 is a plan view of the four gate-standards, showing the arrangement of the airpumps and the relief-valves Operated thereby, aud the track instruments which operate the same, and the pipe connections between the same. Fig. 7 is an enlarged detail View of one of the pumps and relief-valves operated thereby and the track instrument Operating the same. Fig. 8 is anenlarged detail view of the bracket on which are supported the relief-cylinder and plunger which Operates the relief-valve which communicates with the upper end of the main air-cylinders. Fig. 9 is an enlarged detail view of the locking mechanism which holds the gate in its open and closed position. Fig. 10 is a detail View of one of the gears mounted loosely on the main shaft and cam which operates the lock. Fig. 11 is a transverse section of the gatestandard, showing the arrangement of the main air-cylinders, relief-valve, and relief cylinders. Fig. 12 is a detail plan view of the latch of the aforesaid locking mechanism; and Figs. 13 and 14 are edge views, respectively, of the aforesaid gear and collar adjaceut thereto.

Similar letters of reference indicate corresponding parts.

A represents the hollow gate-standard, across which extends the main shaft A, journaled in suitable bearings a, a, and on the ends of said shaft are secured the vertically swinging'gate-arms A" A.

Within the standard A and arranged in vertical position are two main air-cylinders B and B, having their piston-rods O and 0 provided, respectively, with ratchet-bars u and a Within the standard are four vertical plates arranged in pairs, as I and l and I I. Secured to the plates I and I are three horizontal'shafts 1, 3, and 4. Upon the shaft 1 is mounted a gear e, which meshes with the ratchet-bar u on the piston-rod C of the main cylinder B, and upon one end of said shaft is secured a gear cZ. By means of the intermediate gears c and 11 motion is transmitted to the gear a, mounted loosely on the main shaft A. On the inner side of the gear 0; is formed a lug h, and on the opposite side is secured a cam plate or disk g. Adjacent to the inner side of said gear is a collar f, secured to the main shaft A, which collar is formed with a lug 2', corresponding to the aforesaid lug, and is also formed with two notches h h in its periphery, as shown in Fig. 9 of the drawings.

Secured to the gate-standard is a support to which is pivoted a latch 75, formed with the hooks t Z t. Said latch rests by gravity with the hook t on the cam g and the hook t in one of the notches h to lock the gate-arm in its open position, as shown in Figs. 9 and 10 of the drawings.

In the upward movement of the piston-rod C the ratchet-bar u thereon turns the gear 6; thereby rotating the shaft 1, and by means of the gears c and b the gear a is turned and the lug h thereon engages the lug i on the collar 2 5 f, thereby turning the shaft A to swing the gate-arm to its closed position.

There is a lost motion between the two lugs during which the cam-disk g raises the hook i from the notched collar f, which allows the shaft A to turn. When the gate has reached its extreme closed position, the cam-disk g has made a'complete revolution, which allows the latcht to drop with its hook t in the other notch h in the collar f to lock the gate-arm in its closed position, said collar having made one-quarter of a revolution.

In the downward movement of the pistonrod 0 the aforesaid set of gears is given a reversed motion whereby the cam-disk 9 again raises the hook t of the latch 25 from one of the notches h of the notch-collarf, thus allowin g the shaft A to turn to swing the gate-arm to its open position. 1

Secured to the plate I and 1 is a horizontal shaft 2, having secured thereon a gear e,which meshes with the ratchet-bar u, secured to the piston-rod O of the other main cylinder B.

On one end of the shaft 2 is a gear a, and by means of the intermediate gear Z) motion is transmitted to another gear a, mounted loosely on the main shaft A. On the inner side of said gear a is formed a lug h and on its outer face a cam plate or disk g. Adjacent to the inner side of said latter gear and se cured to the main shaft is another collar f, provided with a lug 2", adapted to engage the lug h on the gear a.

In the upward movement of the piston-rod O the gear a is turned, thereby rotating the shaft 2 and gear 0, secured on its end, and by means of the intermediate gear Z) the gear a on the main shaft is rotated. During the rotation of the gear a the lug h thereon engages the lug 2" on the collar f, thereby turning the main shaft A.

There is a lost motion between the lugs 71, and i, during which the cam-disk g on the gear a. raises the hook t of the latch 15, thereby lifting the hook 13 from notched collar f, thus allowing the shaft A to turnto swing the gate-arm to its closed position. WVhen the gate-arm has reached its extreme closed position, the cam-disk 9 allows the hook t to drop into the other notch h of the aforesaid collar, thus locking the gatearm in said position. In the downward movement of the piston-rod O the said latter set of gears is given a reversed motion, whereby the oam-disk g againraises the hook of the latch 2?, thus allowing the shaft A to turn in the opposite direction to swing the gate-arm to its open position. When the arm has reached its extreme open position, said cam-disk allows the hook t" to drop into the first-mentioned notch h of the collar f, thereby locking the gate-arm in its open position.

The object of providing the lost motions between the gear a and collar fand between the gear a and collar f is to allow the alarmbell B to be rung before the gates move to their closed position, which is accomplished by the following mechanism: On the shafts 1 and 2, respectively, and loosely mounted are the gearsj and j, which are connected by the intermediate gears Z0 and Z, secured to the plate e, provided with the segmental slot e, and a bolt 6, passing through said slot gear j, is secured a ratchet-wheelj, and 011 the adjacent side of said gear is pivoted a pawl Z, held in engagement with said ratchetwheel by a spring 7c, secured to said gear.

In the upward movement of the piston-rod C it meshes with the gear 2, which rotates-the shaft 1 and by means of the ratchetuvheel j turns the gear j, which meshes with the gear m, secured to the shaft 3. On said shaft is also secured a gear 47., which meshes with the gear 07,, secured to the shaft 4, and on the shaft 4 is secured a fly-wheel 0, having secured to one of its sides a frame 0, provided with the sliding bell-hammers p p, which strike the bell B", secured to the exterior of the gate-standard A, said standard being provided with a hole or slot 19, through which said hammers project, and over said bell is provided a shield q. On the'upward movement of the piston-rod O the bell-ringing mechanism is operated by means of the gear a on the shaft 2, meshing with the ratchetbar it on said piston-rod, turning the gear j, secured to said shaft, and by means of the intermediate gears 70 and Z motion is transmitted to the gear j.

The shaft 2 is provided with a ratchetwheel j adjacent to the gear j, and on the adjacent side of said gear is pivoted a pawl Z, held in engagement with said ratchet-wheel by a spring 70', secured to said gear. Said ratchetwheel jand pawl Z" are arranged in reverse, position from the ratchet-wheel j and pawl Z on the gear j in order to allow the pistons C and O to descend without turning said gears and operating the bell-ringing mechanism.

The hereinbefore-described intermediate gears b and c are pivoted to the plate d, which is pivoted to the plate I and provided with a segmental slot 61 and adjustable by means of a bolt d, passing through said slot and plate I.

The intermediate gear I) is pivoted to a plate f, mounted loosely on the shaft 2 and adjacent to the plate I and provided with a segmental slot f, and is adjustable by means of a pin or bolt f, passing'through said slot and plate I.'.

.Remote from the gate-standard A and along one of the railway-tracks is arranged a set of air-pumps J J, operated by track instruments actuated by a passing train. Said instrument consists of a horizontal shaft 5, extending from the railway-track to the pump and provided on its end adjacent to the track with a vertical arm 6 and on its end adjacent to the pump with-a horizontal arm 7 which lat ter arm bears against the under side of an annular horizontal plate 8, secured to the lever end of the piston-rod 9 of the pump, as

. shown in Fig. 7 of the drawings.

Adjacent to the main air-cylinders B and B, respectively, are two supplemental or relief cylinders D and D, supported on a bracket H. On the upper portion of said bracket is formed a guide m, and above said guide is located a relief-valve E, which communicates by means of the pipes U and '0 with the top of the interior of the main air-cylinders B and B. In said guide slides an inverted-T-shaped plunger G, which is axially in-line with the stem 0 of said relief-valve in order to push up the same to open the valve, which plunger is operated by the piston-rods n and 01, respectively, of the cylinders D and D.

The operation of my improved gate is as follows: As a train passes the remote airpumps J J said pumps are operated by the track instruments thereat, whereby air is forced through the pipes 10 and 11 into the bottom of the main cylinder B and at the same time from the pipe 11 through the pipes 12 and 13 into the bottom of the relief-cylinder D, whereby the piston-rod 71 thereof operates the plunger G, which opens the reliefvalve E and releases the air from the top of the cylinder B and allows its piston to ascend, whereby itsrod O by means of the ratchetbar 10, secured thereon, engages the gear e, which turns the shaft 1, thereby rotating the gear d, secured on one end of said shaft, and by means of the intermediate gears c and b motion is transmitted tothe gear a, mounted loosely on the main shaft A, as aforesaid. In the movement of the gear a the cam-disk g, secured thereon, raises the hook t of the latch t, thereby lifting the hook if from one of the notches h in the collar f, secured to the shaft A, thus unlocking said shaft, to

which the'gate-arm a is secured, and when the gear a has made one-half revolution the lug h thereon engages the lug z, secured or formed on said collar, to give the shaft and collar one-quarter revolution, thereby swinging the gate-arm to its closed position, when the cam-disk 9 allows the hook t to drop into the other notch h of the aforesaid collar to lock the gate-arm in said position.

As the train passes the gates the track instruments thereat are actuated, thereby operatingaset of pumps J J, which pumps operate the relief-valves K K, located at each pump, whereby the air is released from the bottom of both cylinders B and Dthrough the aforesaid pipes. At the same time said pumps force air through pipes 14, 15,- and 16 into the top of the main cylinder B,whereby its piston descends and its rod 0 turns the aforesaid gears and mechanism in the oppo-,

site direction, thereby swinging the gate-arm to its open position. Remote from the gatestandard and in opposite direction from the air-pumps J J and alongside of the other track are pumps L L, which are operated by track instruments, actuated by a passing train approaching the gate, and are similar to those which operate the pumps J J. Said pumps L L force air through pipes 17, 18, and 18 into the bottom of cylinders B and D, thereby raising their pistons, whereby the piston-rod n" of the cylinder D operates the plunger G, which pushes up the stem 0 of the relief-valve E, thereby opening the same and releasing the air from the top of the cylinder B, wl1ereby its piston-rod O by means of the ratchet-bar u engages the gear e,which turns the shaft 2, thereby rotating the gear 0, secured to one end of said shaft, and by means of the intermediate gear 12 motion is transmitted to the gear a, mounted loosely on the main shaft A, as aforesaid. In the movement of the gear a the cam-disk e, secured thereon, raises the hook t of the latch 25, thereby lifting the hook t" from one of the notches h in the collar f, as aforesaid, thus unlocking the shaft A, and when said gear has made one-half revolution the lug h thereon engages the lug 11 on the collar f to give the shaft one quarter revolution, thereby swinging the gate-arm A to its closed position, when the cam-disk g allows the hook t to drop into the other notch h of said collar to lock the gate-arm in said position substantially in the same manner hereinbefore described. As the train passes the pumps L L, adjacent to the gate, they are operated in the same manner as the pumps L L, whereby air is forcedthrough the pipes 20, 21, 22, 15-, and 16 into the top of the cylinder B. At the same time the relief-valves MM, operated by the adjacent pumps, release the air from the bottom of cylinder B through the pipes 19, 18, and 17 and simultaneously from the cylinder D through the pipe 24c, which leads to pipe 19. By this operation the piston of the cylinder B descends and its rod 0 turns said latter gears and mechanism in a reverse direction, thereby swinging the gate-arm to its open position, when the same is locked in the manner hereinbefore described.

The pipes 10 and 17 are provided with suitable check-valves N, and adjacent to the aircylinders the pipes are provided with suitable pop-valves O O to relieve any excess pressure,

Although a separate set of gears and sets of independentlyoperated pumps are provided for each of the main cylinders B and B, when the piston-rod of either cylinder is operated to actuate its set of gears to move the gate-arm to its closed or open position, the set of gears of the other cylinder is actuated by the main shaft A, thereby raising and lowering the piston-rod of said latter cylinder, but said latter set of gears does not assist the other set in raising or lowering the gate-arm, and said latter piston-rod does not start to move at the same instant with the other rod, but remains at rest until the shaft A has made one-half revolution, owing to the lost motion between the lug on the looselymounted gear (a or a, as the case may be) of the latter set and the lug on the adjacent collar secured to the shaft, as aforesaid.

The gears a, b, c, a, b, and c employed in my improved gate are shown partly in dotted lines, but all of said gears are complete.

All the herein-described mechanism and air-cylinders are provided in one gate-standard only.

In order to operate the gate-arms A with all the standards in unison, I mount upon the main shaft A at each standard a grooved or sprocket wheel F, carrying a chain 4", having its ends connected to the upper ends of two vertical rods 1" r by means of turnbuckles r r. The lower ends of said rods are each connected to one of the arms of the bellcrank levers s s, and from said levers, extending, respectively, to a corresponding lever across the street and railway-track, are two horizontal rods 8 s. The piston-rods O and O of the cylinders B and B are each provided with a guide 19, secured to the gate-standard A, and in each guide is pivoted a roller 0, forming bearings for said rods.

WVhen the pistons of the main cylinders B and B are moved upward by the air-pressure from the remote pumps J J or L L, the piston-rods C and O actuate the gears which operate the bell-ringing mechanism, as before stated.

If a train is approaching the gates and pass ing the remote pumps while another train is passing the gates and adjacent pumps and moving in the opposite direction, said gates are prevented from opening by the approaching train operatingsaid remote pumps which force up the piston of the cylinders D or D, as the case may be, which depends upon the direction in which the approaching train is moving, thereby operating the plunger G, which pushes up the stem 0 of the valve E, opening the same and releasing the air from the top of the main cylinders B and B, which is being forced therein by the adjacent pumps operated by the passing train, whereby the piston and piston-rod of either cylinderB or B will not descend and actuate the gears and thereby move the gate-arms. This is one of the most important features of my invention.

WVhat I claim as my invention is- 1. In an automatic pneumatically-operated gate for double-track railways, the combination of a gate-arm, two independent sets of gears each adapted to move said arm to and from its closed position, an air-cylinder for each set having its piston-rod actuating its set, two sets of air-pumps remote from the gate in opposite directions along each track and each set communicatingwith the bottom of the interior of one of the cylinders, a relief-valve communicating with the top of the interior of both cylinders, a set of independently-operated air-pumps adjacent to the gate and along each track both communicating with the top of the interior of both cylinders, a set of relief-valves operated by each of the sets of adjacent pumps and each communicating with the bottom of the interior of one of the cylinders, all said pumps being operated by track instruments actuated by a passing train or engine as set forth.

2. In an automatic pneumatically-operated gate for double-track railways, the cdmbination of a vertically-swinging gate-arm, two independent sets of gears each adapted to move said arm to and from its closed position, an air-cylinder for each set and having its piston-rod actuating its set, two sets of airpumps remote from the gate in opposite directions each communicating with the bottom of the interior of one of the cylinders, a reliefvalve releasing the air from the top of both main cylinders, two supplemental or relief cylinders either of whose piston-rods actuates said valve, the cylinders being independently operated by pressure from the two respective sets of remote air-pumps, an independent set of air-pumps along each track and adjacent ICC) to the gate and both communicating with the top of the-interior of both main cylinders, a set of independently-operated relief-valvcs adjacent to the gate and along each track and each releasing the air from the bottom of the interior of one main cylinder, and track in-' struments operating all of said pumps and actuated by a moving train or engine as set forth.

3. In an automatic pneumatically-operated gate for double-track railways, the combination of a vertically-swinging gate-arm, two sets of gears each adapted to move said arm to and from its closed position, a verticallydisposed main cylinder for each set having its piston-rod actuating its set, two sets of airpumps remote from the gate in opposite directions and each communicating with the bottom of the interior of one of the main cylinders, a relief-valve releasing the air at the top of the interior of both main cylinders, a

plunger operating said valve, a supplemental air-cylinder adjacent to each main cylinder either of whose piston-rods actuates said plunger, said supplementary cylinders being independently operated by pressure from the respective sets of the remote pumps, two sets of air-pumps adjacent to the gate each communicating with the top of the interior of one of the main cylinders, a set of relief-valves operated byeach set of the adjacent pumps and releasing the air from the bottom of the interior of the respective main cylinders and their adjacent supplemental cylinder, and track instruments operating all of said pumps and actuated by a passing train or engine as set forth.

4. In an automatic pneumatically-operated gate for double-track railways, the combination of a vertically-swinging gate-arm, two

sets of gears each adapted to move said arm to and from its closed position, a main aircylinder for each set and having its pistonrod actuating its set, a set of air-pumps for the respective main cylinders remote from the gate in opposite directions and comm unieating with the bottom of the interior thereof, a a relief-valve releasing the air from the top of the interior of both main cylinders, an inverted-T-shaped plunger axially in line with the stem of said valve and operating the same, a supplemental air-cylinder adjacent to each main cylinder, either of whose piston-rods actuates said plunger, said supplemental cylinder being independently operated by pressure from respective sets of remote pumps, a guide for said plunger, two sets of air-pumps adjacent to the gate communicating with the top of the interior of both main cylinders, a set of relief-valves operated by each set of adjacent pumps and releasing the air from the bottom of the interior of the respective main cylinders and their adjacent supplemental cylinder, and track instruments opcrating all of said pumps and actuated by a passing train or engine as set forth.

5. In an automatic pneumatically-operated gate for double-track railways, the combination of a vertically-swinging gate-arm, two sets of gears each adapted to move said arm to and from its closed position, a main aircylinder for each set having its rod actuating its set, a set of air-pumps for the respective main cylinders remote from the gate in opposite directions and communicating with the bottom of the interior thereof, a relief-valve releasing the air from the top of the interior of both main cylinders, an invcrted-T-shaped plunger axially in line with the stemof said valve and operating the same, a supplemental air-cylinder adjacent to each main cylinder, either of whose piston-rods actuates said plunger, said supplemental cylinders being independently operated by pressure from the re spective sets of remote pumps, a guide for said plunger, two sets of air-pumps adjacent to the gate communicating with the top of the interior of both main cylinders, a set of relief-valves operated by each set of adjacent pumps and releasing the air from the bottom of the interior of the respective main cylinders and their adjacent supplemental cylinder, track instruments actuated by a passing train and operating all said pumps, means to automatically lock said gate-arm in its closed and open position, and means to automatically unlock the same as set forth. 7

6. In an automatic pneumatically-operated gate for double-track railways, the combination of a standard, a horizontal shaft journaled thereon, a verticall y-swin gin g gate-arm secured on said shaft, two sets of gears each adapted to turn said shaft to swing the gatearm to and from its closed position, a main. air-cylinder for each set having its piston-rod operating its set, separate sets of air-pumps communicating with the top of the interior of both of said cylinders, a relief-valve communicating with the top of the interior of both cylinders, two sets of pumps communicating with the top of the interior of both cylinders, an independently-operated set of relief-valves communicating with the bottom of the interior of each cylinder, track instruments actuated by a passing train and operating all said pumps, mechanism to automatically lock the gate-arm in its closed or open position, and means to automatically unlock the same as set forth.

'7. In an automatic pneumatically-operated gate for double-track railways, the combination of a gate-standard, a horizontal shaft j ournaled thereon, a vertica-lly-swin gin g gatearm secured on said shaft, two sets of gears each adapted to turn said shaft independently, an air-cylinder for each set having its piston-rod provided with teeth and actuating its set, a separate set of air-pumps remote from the gate in opposite directions and communicating with the bottom of the interior of the respective cylinders to move their pistons outward to swing the gate-arm to its closed position, a relief-valve releasing the air from the top of the interior of both cylinders and operated by pressure from both of the sets of the remote air-pumps, two sets of independently-operated air-pumps adjacent to the gate and communicating with the top of the interior of both cylinders to move their pistons inward to swing the gate-arm to its open position, a set of relief-valves operated by each of the adjacent sets of pumps and releasing the air from the bottom of the interior of the respective cylinders, track instruments operating all of said pumps and actuated by a passing train or engine, a notched collar secured to the aforesaid shaft, a latch adapted to engage said collar to hold the gate-arm in its open or closed position, and means to disengage said latch from the collar as set forth.

8. In an automatic pneumatically-operated gate for double-track railways, the combination. of a standard, a horizontal shaft journaled thereon, a vertically-swinging gate-arm IIO IIS

secured on said shaft, two sets of gears each adapted to turn said shaft to swing the gatearm to and from its closed position, an aircylinder for each set having its piston-rod actuating its set, two sets of air-pumps remote from the gate in opposite directions and each communicating with the bottom of the interior of one of the cylinders, a relief-valve releasing the air from the top of the interior of both cylinders and operated by a pressure from each of said sets of remote pumps, two sets of air-pumps adjacent to the gate and each communicating with the top of the interior of both cylinders, a set of relief-valves operated by each of the adjacent sets of pumps and releasing the air from the bottom of the interior of the respective cylinders, anotched collar secured to the aforesaid shaft, a latch adapted automatically to engage said collar to hold the gate-arm in its open or closed position, and a cam operated by each set of gears adapted automatically to disengage said latch as set forth.

9. In an automatic pneumatically-operated gate for double-track railways, the combination of a standard, a horizontal shaft journaled thereon, a vertically-swinging gate-arm secured on said shaft, two independent gears mounted loosely on said shaft, a set of gears actuating each of the aforesaid gears, an aircylinder for each set having its piston-rod provided with a ratchet-bar an d actuating its set, means on said shaft to engage each looselymounted gear, two sets of air-pumps remote from the gate in opposite directions and each communicating with the bottom of the-interior of one of the aforesaid cylinders, a relief valve releasing the air from the top of the interior of both cylinders and adapted to be op erated by pressure from either set of remote pumps, two independent sets of air-pumps adjacent to the gate and communicating with the top of the interior of both cylinders, a set of relief-valves operated by each of the adjacent sets of pumps and releasing the air from the bottom of the interior of one of said cylinders, a lock holding the gate-arm in its open or closed position, means to automatically unlock the same, and track instruments operating all of said pumps and actuated by a passing train or engine as set forth.

10. In an automatic pneumatically-operated gate for double-track railways, the combination of a standard, a horizontal shaft journaled thereon, a verticallyswinging gate-arm secured on said shaft, a pair of collars secured to said shaft and each provided with a lug on one side, one of said collars being provided with notches, a gear mounted loosely on said shaft adjacent to each collar and each provided with a corresponding lug on one side adapted to engage the lugs on the respective collars with a lost motion between them, a cam-disk secured to the opposite side of each of said gears, a latch pivoted to the standard and formed with two outer hooks lying on the respective cam-disks, and with a central hook by which it en gages the aforesaid notched collar, a set of gears operating each of the aforesaid loosely-mounted gears, a main air-cylinder for each set having its piston-rod provided with a ratchet-bar to actuate its set, two sets of air-pumps remote from the gate in opposite directions and each communicating with the bottom of the interior of one of said cylinders, a relief-valve releasing the air from the top of the interior of both cylinders, a plunger operating said valve, a supplemental or relief cylinder adjacent to each main cylinder either of whose piston-rods actuates said plunger, said supplemental cylinder being independently operated by pressure from the re spective sets of remote pumps, two independent sets of air-pumps adjacent to the gate and communicating with the top of the interior of both main cylinders, a set of relief-valves operated by each set of adjacent pumps and communicating with the bottom of the interior of one main cylinder, and track instruments operating all of said pumps and actuated by a passing train or engine as set forth.

11. In an automatic pneumatically-operated gate for double-track railways, the combination of a standard, a horizontal shaft journaled thereon, two sets of gears each adapted to turn said shaft to swing the gate-arm to and from its closed position, an air-cylinder for each set having its piston-rod actuating its set, two sets of air-pumps remote from the gate in opposite directions and each communicating with the bottom of the interior of one of said cylinders, a relief-valve releasing the air from the top of the interior of both of said cylinders and operated by pressure from either of the sets of remote pumps, two independent sets of air-pumps adjacent to the gate and communicating with the top of the interior of both cylinders, a set of reliefvalves operated by each set of adj aeent pumps and releasing the air from the bottom of the interior of the respective cylinders, track instruments operating all of said pumps and actuated by a passing train or engine, a groove or sprocket-wheel secured to the aforesaid shaft, a chain running on said wheel, two vertical rods extending downward from the ends of said chain and each connected at the lower end to a bell-crank lever, and a horizontal rod extending from each lever respectively across the street and track as set forth.

12. The combination with the improved automatic pneumaticallypperated railway-gate consisting essentially of a standard, a vertically-swinging gate-arm supported thereon, two sets of gears each adapted to move said arm to and from its closed position, an aircylinder for each set having its piston-rod provided with a ratchet-bar and actuating its set, and automatically-operated air-pumps and relief-valves communicating with the top and bottom of the interior of said cylinders to move their pistons, of a guide for each pistonrod secured to the gate-standard, and a roller in each guide back of the rod forming a bearing for the same as set forth and shown.

13. In an automatic pneumatically-operated gate for double-track railways, the combination of a vertically-swinging gate-arm, two sets of gears each adapted to move said arm to and from its closed position, an air-cylinder for each set having its piston-rod provided with a ratchet-bar to actuate its set, an alarm-bell, mechanism to ring the same, a separate set-of gears to operate said mechanism and adapted to be actuated by either piston-rod, two sets of air-pumps remote from the gate in opposite directions each communicating with the bottom of the interior of one of said cylinders, a relief-valve releasing the air from the top of both cylinders and operated by pressure from the respective sets .of remote pumps, two sets of air-pumps adjacent to the gate each communicating with the top of the interior of both cylinders, a set of relief-valves operated by each adjacent set of pumps and each set releasing the air from the bottom of the interior of one cylinder, and track instruments operating all of said pumps and actuated by a passing train or engine as set fort-h.

14. The combination with the gate-standard A, of a main horizontal shaft A extending across the same, vertically-swinging gate arms A" secured on the ends thereof, gears a and a mounted loosely on said shaft, shafts 1 and 2 suitably supported in said standard, gears cl and e on the shaft 1, similar gears c and e on the shaft 2, and air-cylinder B having its piston-rod 0 provided with'a ratchetbar it actuating the gear 6, a corresponding cylinder B having its piston-rod 0 provided with a ratchet-bar u actuating the gear 6, intermediate gears 15 and a between the gears a and d an intermediate gear 1) between the gears a and 0, suitable connection between the loose gears a and a and the shaft A,

gears j and j mounted loosely respectively on shafts 1 and 2, a ratchet-wheelj secured on the shaft 1 adjacent to the gear j, a similar ratchet-wheelj on the shaft 2 adjacent to the gearj, pawls Z and Z secured respectively to the sidesof said latter gears, and engaging said ratchet-wheels,said pawls faced in opposite directions, springs is and k for the respective pawls holding the same in engagement, intermediate gears hand Z between the gears j and j, a suitably-supported shaft 3, a gearm on one end of the latter shaft and meshing with the gear j, a gear n on the opposite end, a gear n mounted on a shaft 4 meshing with the gear n, a fly-wheel 0 on the shaft 4, a frame 0 secured to said fiywheel, bell-hammers 10 19 secured to said frame, a bell B secured to the gate-standard, and air-pumps and relief-valves controlling the movement of the pistons of said cylinders B and B as described and shown.

15. The combination with the gate-standard A, a bracket H secured thereto, cylinders D and D supported on said bracket, a guide m on the bracket, an inverted-T-shaped plunger G sliding in said guide and adapted to be operated by either of the pistons n or n of the respective cylinders, a relief-valve E having its stem 0 axially in line with said plunger and moved thereby, said valve communicating with the top of the interior of the main air-cylinders B and B and air-pumps communicating with the bottom of the interior of the cylinders D and D for the purpose described.

In testimony whereof I have hereunto signed my name this 14th day of May, 1895.

CHARLES H. SHERWVOOD. [L.S.]

WVitnesses:

D. L. ATKYNS, R. W. CARRIER. 

